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and collaborative decision-making,” Steinfurth
says. He explains that there must be a
“balanced consideration of the economic
interest versus security and defence requirements”.
Military needs must be represented
all the way through the process, from preparation
to decision and there should be “full
and uniform implementation of the FUA
concept for the requirements of both the
military and civilians,” he adds.
“For example, in Europe we have no
harmonisation of the transition altitude,
that is to say the altitude at which you
change the barometric pressure. So, in some
countries they use the QNH, which is the
local atmospheric pressure that gives you
the mean sea-level. This means, for example,
that if your landing strip is 750ft above sealevel,
then when you land your aircraft your
altimeter will show 750ft. But in the United
Kingdom they use QFE, which means that
when you land your aircraft the altimeter will
show 0ft at whatever altitude your landing
strip is above sea-level,” Steinfurth explains.
For the moment, national military operational
air traffi c (a nomenclature and idea
that only exists in Europe) is not addressed
by the SES, but Member States want it harmonised.
There is obviously nothing in the
Another area to
improve is the
interoperability of
civil-military and
military-military
ATM systems
Photo: Eurofi ghter Typhoon
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀩􀀮
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀀲􀀸􀁅􀀸􀀻􀀜􀀼􀀸􀀻􀀸􀁃􀀰􀁁􀁈􀀁􀀲􀀾􀀾􀀿􀀴􀁁􀀰􀁃􀀸􀀾􀀽

EUROCONTROL’s
DCMAC is working to
harmonise the members’
military OAT rules for
air traffic management
infrastructure.
Brendan Gallagher explains
MANY OF EUROPE’S air forces do much of
their exercising in the wide open spaces of
the United States and Canada. But the rest
of the time they have to manage as best
they can within the confines of their home
continent, particularly for basic training. In
the past, that meant setting aside blocks of
airspace for the exclusive use of the military.
That worked well enough until the 1980s,
but then the relentless rise in civil movements
made it imperative that the two
communities begin to embrace the idea
of a single airspace, in which both types of
requirement would be met.
So arose the Flexible Use of Airspace (FUA)
concept, the development of which began in
the early 1990s. FUA calls for the pre-tactical
Progress for civilmilitary
ATM/CNS
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀩􀀰
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀀲􀀸􀁅􀀸􀀻􀀜􀀼􀀸􀀻􀀸􀁃􀀰􀁁􀁈􀀁􀀲􀀾􀀾􀀿􀀴􀁁􀀰􀁃􀀸􀀾􀀽
Photo: Berry / THALES
ground,” Billard explains. “The challenge is to
see how well SESAR will be able to accommodate
the military’s fl ights and give them
the level of fl exibility they need.”
Interoperability, and even convergence
of civil and military CNS systems, will be
fundamental to the successful integration of
the air forces into SESAR’s working. Among
the capabilities currently under scrutiny
are air-to-ground datalink – controller-pilot
datalink communications will be central to
SESAR – and the fl ight management systems
(FMS) in the aircraft.
“The military have had datalink for the
past 20 years but the civilians are only
just making a start on using it for ATM in
and day-to-day management of European
airspace to reconcile civil and military requirements
and maximise availability without
compromising safety. Typically, management
　
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